media information 2016 - high power media€¦ · sept/oct 2016 bearings engineering & pri ret...

media information 2016www.highpowermedia.com

the history editorialLaunched in Summer 2003 and published 8 times a year, Race Engine Technology is the brainchild of Ian Bamsey, the highly respected and award-winning motorsport

journalist of over 30 years standing.Ian and his team of industry experts

produce a unique, high quality, technical source of information that is widely read, referred to, and sought after, by its dedicated readership of design and development engineers, across the entire global powertrain industry.

RET remains one of the few magazines in motorsport entirely dedicated to the technology and innovation that drives competition forward.

At the heart of this authoritative publication are in-depth research insights that probe significant contemporary projects, with informed analysis backed by professor peer review and critique. Race Engine Technology (RET) features all aspects of technological developments, in turn creating a truly must-read title among the global racing industry. We cover many and varied types of feature and here are a few examples:

Grid The ‘grid’ section is an analysis of recent, technological powertrain-related news from the world of motorsport. Rather than just present the news as it’s reported, the editorial team at RET take one further step in order to outline the wider ramifications of the development at the heart of the story.

Engine dossierAt least one and more often than not two ‘dossiers’ will appear in every issue of RET. Our signature feature, the ‘dossier’ is an incredibly detailed look at a high-profile racing engine, revealing many secrets of the technology that are simply not reported anywhere else.

Race Engine Digest (RED)Each RED provides a succinct profile of a newsworthy race engine, outlining its design and development, with a full specification provided and also a list of component suppliers. Coverage includes all forms of motorsport, from Global RallyCross to Le Mans; from Midget racing to IndyCar.

| AMA Motocross & Superbike | ANDRA Pro Series | ARCA Racing Series | ATS Formula 3 Cup | Australian Carrera Cup, F3, Formula Ford, GT, Rally & V8 Supercars | Auto GP | Blancpain Endurance | Britcar | British Formula 3, Formula Ford, GT, Hillclimb, Rally & Superbike | BTCC | CIK-FIA Karting | DTM | Dutch Supercar Challenge | ELMS | F1 | F1H2O | F2 | F3 Euroseries | FIA European Drag Racing & Truck Racing | FIM Endurance World Championship, MX1/MX2 Motocross & Speedway | Formula E | Formula Pilota China | Formula Renault 3.5 | Formula SAE & Student | Global Rallycross | GP2 | GP3 | GT4 Asia Cup & Euro Cup | IHRA Nitro Jam, Pro-Am Tour & SuperSeries | Indy Lights | IndyCar | IRC | Isle of Man TT | Italian F3 & GT | Japanese Super GT | Lucas Oil Dirt Late Model | Middle-East Rally Championship | Moto2 | Moto3 | MotoGP | NASCAR Cup, Nationwide & Truck | NEDRA | NHRA (all divisions) | Nurburgring 24 Hours | Porsche Supercup | Radical Cup | Scandinavian Touring Car | SCCA Pro Racing World Challenge | South African Formula VW | Speed Euroseries | Supercopa Seat Leon | Super Formula | Trophee Andros | TTXGP | TT Zero | UIM Class 1 World Powerboat | United SportsCar Championship | USAC Silver Crown & National Midget | WEC | World of Outlaws Late Model | World Rallycross| World Superbike | WRC | WTCC, and many more!

Racing series represented by way of subscribers and editorial coverage include:

65

Computational fluid dynamics (CFD) is a process for solving

the partial differential equations associated with fluid

flows in a continuum (the Navier-Stokes equations are

most commonly solved). It is an exciting field, in that such

a direct link can be drawn between the complex pure mathematics so

many of us struggle to remember, and a direct practical solution to an

engineering problem.

The study of fluid dynamics is essential to developing any effective

racing powertrain. While one immediately thinks of the behaviour of

the air-fuel charge through the engine, there are many other aspects of

the powertrain where understanding the fluid dynamics involved can

consuming, however, as a prototype must generally be constructed for

every design that is of interest, and then the physical testing conducted

– which of course requires not only investment in the relevant

equipment but incurs overhead costs in order to maintain and operate

it. The alternative then is to turn to computational methods in order to

predict the effect of the design variable in question.

CFD is a relatively recent field, but it has seen some incredible

advances over the past few decades in the techniques used and

the accuracy of the results that can be obtained. The fundamental

principle is to divide a domain or continuum of interest into discrete

elements or cells that can be solved using the relevant equations and

one of various finite element or finite difference-type approaches. This

requires not only a knowledge of the domain’s geometry – for example

the inlet port, valve and combustion chamber geometry – but also the

properties of the fluid of interest, such as the density and viscosity of

the air, fuel or oil.

bring a measurable performance benefit. Various methods of doing so

are available: for example, flow benches or visualisation techniques

such as shadowgraphs or particle image velocimetry allow an engineer

to either ‘see’ the flow of air or fuel in the engine or to measure the

difference in inlet port pressure drop, say.

These techniques ultimately allow us to judge how effective a design

is, compare it with one or more alternatives and select the best option

for a given application. Designs that survive these assessments then

continue to dynamometer testing and ultimately on-track testing or

racing, where their benefit is ultimately determined.

The realities of such empirical testing are expensive and time-

Along with this basic input information, a set of boundary

conditions such as inlet air pressure/velocity and temperature is also

needed, as well as a target goal or parameter of interest – outlet air

pressure, for example. A conventional CFD study would then compare

several designs of, say, port shape or valve geometry, solving the

problem for each design option and comparing the results in order to

select the best candidate design(s).

Software and implementation In the simplest case, CFD simulations are concerned only with steady-

state problems, and work with idealised fluid properties. The equations

that need to be solved for such a scenario are relatively simple and

allow very efficient computational runs, so a lot of design candidates

can be compared quickly. Indeed, for an initial look, such a simplified

model of a much more complex unsteady (turbulent flow) problem is

often worthwhile if some of the design candidates can be ruled out

immediately or promoted to more detailed analysis.

Solving higher-order equations that describe turbulent flows,

those with a transient behaviour or involving compressible fluids,

are naturally more computationally expensive, although modern

solvers can process such problems on up-to-date hardware almost as

efficiently as steady-state problems could be solved in the past.

Advances in CFD techniques and accuracy are closely linked to the

available processing power. Whereas in the past, 2D or 1D simulations

were often used to minimise the computational effort required,

3D simulations are now common, as they provide more accurate

results and a greater appreciation of the flow behaviour, and can be

processed as quickly as a 1D or 2D model. There are also some cases

(such as combustion chamber turbulence) that are asymmetric and so

can only be studied properly using 3D simulations.

The increase in processing speed is mainly thanks to the advent

of 64-bit computing, particularly multi-core processors or high-

performance computing clusters with large numbers of processor

cores and large quantities of RAM. Depending on the application and

the type of simulation to be run, software can also take advantage

of graphics processing units (GPUs) rather than conventional CPUs

and can be scaled to use up to 36,000 cores at around 85% of the

efficiency of running on a single core.

64

Although still a fairly recent development, CFD is leaping ahead in its power, affordability and ease of use, as David Cooper explains

How’s it f lowing?

t

“Whereas in the past, 2D or 1D simulations were often used to minimise computational effort, 3D ones are now common”

FOCUS : COMPUTATIONAL FLUID DYNAMICS

The interaction between external aerodynamics and powertrain cooling is

essential in any aerodynamically designed racecar (Courtesy of Exa Corporation)

THE COMMUNICATIONS HUB OF THE RACING POWERTRAIN WORLD

AUGUST 2015

USA $25, UK £12.50, EUROPE e18

YASUHISA ARAI: Honda’s man in the F1 hot seat

www.highpowermedia.com

GOING INCREASINGLY RADICALAston Martin’s V8 Le Mans GT engine

STILL A WONDER MATERIAL?Focus on titanium

HONDA VERSUS CHEVROLETDispatches from the IndyCar engine war


JUNE/JULY 2015


STEVE MILLER: Ilmor’s new directions


FUTURE DIRECTIONSDeltaWing’s shoe-horned I4 turbo

BLACK GOLDFocus on high- performance oils

24-HOUR STAMINALe Mans Prototype report 2015

Component focusRevisited just once every 3 years the focus acts as an excellent source of reference – topics covered include:| Alternative Energy/KERS | Aluminium| Bearings | Camshafts | Castings | CFD | Circlips | Coatings | Con Rods | Coolers/Radiators | Crankshafts | Data Acquisition | Dynamometers | ECUs | Exhausts | Fasteners | Fuel Pumps | Fuels | Gaskets | Heads & Blocks | Injectors | Liners/Sleeves | Lubricants | Machine Tools | Non-Metallics | Oil Pumps | Piston Pins | Pistons | Pushrods & Rockers| Rapid Prototyping | Rings | Seals | Sensors | Steel | Surface Treatments | Test Equipment | Titanium | Transmission | Turbochargers | Ultrasonic Cleaning | Valve Springs| Valves | Water Pumps

headline statistics

forward features & publishing schedule

Print run: 6,000copies per issue (minimum)

Estimated readership: in excess of 18,000On average at least 2 people over and above the addressee read each copy we send out

Geographical breakdown:

USA

UK

Europe

ROW

57 countries in total


MAY 2015


MARVIN RILEY: Mapping IndyCar’s power route


SUPERBIKE SENSATIONInside Aprilia’s multi-title winning V4

NEW PISTON DIRECTIONSInvestigating alternative materials

THE FINAL TOUCHFocus on Surface Treatments


MARCH/APRIL 2015


ALLEN MILLER: Whither Prototype production engines?


TARGET: 1500 BHPHow far can an everyday Honda I4 go?

VIEWING COMBUSTIONFocus on the magic of computational fluid dynamics

HI-TECH SHOW TIMEAutosport Engineering report

46%

22%

24%8%

RET ISSUE Advertising Publication Focus articles Bonus show Bonus race copy deadline date distribution(s) distribution(s)

RET 90 28th October 11th November Dynamometers PRI & ASI –November 2015 Emerging Materials

RET 91 16th December 30th December Water Pumps ASI Daytona 500, Dec 2015/Jan 2016 Alternative Energy Daytona 24 Hours

RET 92 27th January 10th February Con Rods - Sebring 12 HoursFebruary 2016 Coolers/Radiators

RET 93 16th March 30th March Fasteners - Silverstone 6Hr, Indy 500,Mar/Apr 2016 Additive Layer MFG DTM Hockenheim

RET 94 27th April 11th May Heads/Blocks Engine Expo 24 Hour Le Mans, May 2016 Pistons Nurburgring 24 Hours, British GT, FIA UK Drag Racing, Isle Of Man TT

RET 95 8th June 22nd June ECUs - British GP, British Hillclimb,Jun/Jul 2016 Machine Tools Bonneville Speed Week

RET 96 20th July 3rd August Race Fuel PMW & MotoGP-UK, US Nationals,August 2016 Pushrods/ Automotive European Drag Finals Rockers Engineering RET 97 14th September 28th September Coatings PMW, Automotive Wales Rally, Macau GPSept/Oct 2016 Bearings Engineering & PRI

RET 98 26th October 9th November Camshafts PRI & ASI – November 2016 Transmission

RET 99 14th December 28th December Data Acq/Sensors ASI Daytona 500 Dec 2016/Jan 2017 Crankshafts

RET 100 25th January 8th February Advanced Metals - Sebring 12 HoursFebruary 2017 Fuel Pumps

RET 101 15th March 29th March Turbo/Superchargers - Silverstone 6Hr, Indy 500, Mar/Apr 2017 Rings DTM Hockenheim

Print run: 3,000copies per report (minimum)

Estimated readership: in excess of 10,000At UK£20 / EURe30 / US$40 per report, readers are inclined to share their copy with others

Reader profile: In addition to paid copy sales, each report is sent to 1,500 engineers, technicians, aerodynamicists, team managers, powertrain professionals and other key personnel within the specific area of motorsport covered by the report. This ensures that, irrespective of who chooses to purchase the publication, advertisers are guaranteed that their principal target market is extremely well covered.

the historyLaunched in Spring 2007 and published annually, the High Power Media series of Race Technology Reports provide readers with a high quality, technical source of information, that recognises that race engines do not live in isolation. Putting the powertrain into the whole-car context enables our team of industry experts to consider everything else beyond the engine, ranging from tyres and brakes, to transmission and aerodynamics. With the same attention paid to the quality and depth of the technical information provided as in our Race Engine Technology magazine, each Race Technology Report provides a unique review of leading classes of global motorsport.

Force India VJM 07 examined

USA $40, UK £20, EUROPE e30

F1 race

A

annual report

DAVID AND GOLIATH

TECHNICAL INSIGHTSThe future of advanced materials Vehicle modelling systems

F1 2015Powertrain challenges create new world order

ENCOMPASSING GRAND PRIX CAR DESIGN, DEVELOPMENT & ENGINEERING

HARDHITTING

TECHNICAL INSIGHTOff track test systems New NASCAR driver-in-the-loop simulator

Championship winning BriSCA F1 in detail

A

annual reportUSA $40, UK £20, EUROPE e30

ENCOMPASSING ALL ASPHALT & DIRT STOCKCAR RACING

KEEP ON TRUCKINGThe story behind Toyota’s

dominant 2014 Tundra

55

Lawrence Butcher finds out how this small team dealt with the 2014 rule changes to keep it in contention

PROFILE : FORCE INDIA VJM 07

t

Force India has a well-earned reputation in Formula One as

a strong midfield contender. In 2014, the team finished sixth

in the Constructors’ championship, just behind McLaren.

The season also saw the team grab its first podium since

2009, gaining third place at the Bahrain GP, and its cars consistently

finished in the top ten for the rest of the year. What these results do

not show however are the challenges faced by a team which, by its

own admission, has nowhere near the resources of the front-running

outfits yet has still managed to take the fight to the larger teams on a

regular basis.

So how did this small team, based just outside the gates of the

Silverstone circuit, handle the sweeping and complex rule changes

introduced in 2014 to produce a reliable car that was on the pace

from the first race? We talked to the team’s technical director, Andy

Green, at the 2014 British Grand Prix, about some of the aspects of

the 2014 VJM 07. With the power unit and controls coming from

Mercedes, and the transmission from McLaren, the conversation

focused on the work undertaken to produce the chassis and

aerodynamic packages.

Unlike much of the PR-driven rhetoric that Formula One is famous

for, Green was refreshingly frank about the strengths and weaknesses

of the VJM 07. “I think that after the first few races, even though we

had been getting the results, the car is not the best one we have ever

done,” he said. “It has some handling traits that we are not happy

with and we have been looking to address those. But it is nowhere

near where we need to be, and the feedback from the drivers is fairly

unanimous on where we need to be with it. We have not been sitting

Force to be reckoned with

Force India has a successful 2014 season placing sixth in the

constructors championship, just behind McLaren (Image: Force India)

Volume 7March 2016 NASCAR has seen an unprecedented level of change over recent years. With fields of over 50 cars separated by tenths of a second, the most nuanced setup changes can mean the difference between a Did Not Qualify and Victory Lane. 2013 saw teams having to deal with an all new body, placing their engineering departments under pressure. Through 2014 and 2015the sport continued to evolve,as NASCAR fine tuned theaerodynamic and mechanicalpackage of the Gen 6 cars.It’s also continuing its drivetowards trickling the changesin Cup down to its lower series.Cup Race Technology investigates the latest innovations in Cup racing, as well as some of the more eclectic forms of oval racing.

Volume 10May 2016 Formula One underwent its biggest change for decades in 2014, when the powertrain rules were radically overhauled. Turbos are back and new energy recovery system technology has been introduced. This has all addedup to an absolutely fascinatingtechnological landscape. 2014saw Mercedes grab the initiative, leaving Renault andFerrari powered teams playingcatch up. For 2015, Mercedescontinued this dominance.Moving into 2016, the technology used will furthermature, but with the regulationspermitting a steadily reducingnumber of changes year onyear, the challenges of the 2015 season, and the new developments for 2016, will be covered in depth in F1 Race Technology.

headline statistics

PROFILEDRallyX DS3, Toyota GT86 R3 and Tuthill 911

TECHNICAL INSIGHTRally tyres and suspension in the spotlight

BEAST FROM THE EASTHyundai’s WRC challenger investigated

A


ENCOMPASSING ALL FORMS OF STAGE AND OFF ROAD RALLYING

01 RRTv3.indd 1 17/12/2014 15:13

Volume 4 – January 2016Volume 5 – January 2017

The world of rallying is adiverse one, with many variedclasses and sub-disciplinesacross the globe. Whether itis the WRC, the Dakar, or aRally-X event, the environmentpresents engineers with someunique challenges. With manyclasses moving towardsdownsized power units,simplified mechanical systemsand close cost controls,manufacturers are also facedwith an ever decreasingbox of tricks with which togain performance. The resultis increased ingenuity,particularly when it comes toexploiting performance withoutbreaking the bank.Rally Race Technology willlook at all aspects of rallyengineering, from the pinnacleof the WRC to the innovationsof clubman racers.

USA $40, UK £20, EUROPE E30

SAFE AS HOUSESHybrid and EV motorsport safety in focus

ONE YEAR INThe technical challenge of Formula E’s first season

KING OF THE HILLRecord breaking Pikes Peak EV

A

annual report

ENCOMPASSING THE DESIGN AND ENGINEERING OF ALL ALTERNATIVE POWERED RACE VEHICLES

USA $40, UK £20, EUROPE E30

ENGINEERED TO LASTChassis and powertrain technology investigated

ELECTRIC WONDERUnder the skin of the ZEOD

AGAINST ALL ODDSAudi’s winning Le Mans technology explored

A

annual report

ENCOMPASSING ENDURANCE RACECAR DESIGN, DEVELOPMENT AND ENGINEERING

Under offi cial licence with the ACO

01 24HRT14_2.indd 1 04/09/2014 17:14

TWO WHEELED WONDERSThe world’s fastest street legal bikes

NEED A BOOST?Power adders and chassis technology in focus

ORANGE BULLETBlown Pro Mod racer dissected

A


ENCOMPASSING ALL CLASSES AND FORMS OF DRAG RACING WORLDWIDE

01 DRTv5 COVER 1.indd 1 29/10/2014 09:35

Volume 3July 2016

Motorsport is undergoing a revolution, the most substantial of its long history. Widespread concern over consumption of fossil fuels and greenhouse gas emissions have led the motor industry to exploration of alternative fuels and hybrid and even all-electric vehicles. Motorsport is following suit, to the extent that alternative fuelled and hybrid vehicles have already won prestigious events against conventional racecars, while 2014 saw the arrival of the first all-electric FIA series, Formula E. Alternative Race Technology is dedicated to the analysis of these new technologies that are starting to change the face of motorsport. The future is here now; explore its exciting novelties through this unique technical publication!

Volume 10September 2016

2014 marked the beginning of a new era in endurance sportscar racing, with major regulatory changes in the top LM P categories. Thanks to the presence of four major manufacturers in the LM P1 category, each approaching the new regulations with a different concept, 2015 was an even greater feast of innovation. We had Audi, Toyota and Porsche refining their respective hybrid cars and Nissan joining the LM P1-H fray. Lap times tumbled and Porsche toppled Audi from the top of the endurance racing pile. For 2016, performance will no doubt continue to improve, while new GT cars from Ferrari and Ford will spice up the rest of the field. 24 Hour Race Technology will bring in-depth analysis of these new developments.

Volume 7November 2016

Shock and awe is the most appropriate description of drag racing; no other racecars on Earth come close to Top Fuel Dragsters in terms of sheer power and brutality. Beyond the seeming simplicity of these savage machines, there are some extreme engineering challenges that tax teams and engineers. Though drag racing majors on brute force, the most subtle setup changes can make the difference between a record-breaking run or breaking traction and smoking the tyres. The diversity of machinery at a drag meet is enormous, making the sport a hotbed of engineering ingenuity. Drag Race Technology will investigate the imaginative solutions racers find to gain an advantage over the guy in the next lane.

publishing scheduleRTR ISSUE Advertising Publication Focus deadline date articles

16th Dec 1st Jan

Electronics

Active DifferentialsVol 4: Jan 2016

17th Feb 4th Mar

Chassis Dynamics TransmissionVol 7: Mar 2016 Road Course Setup

20th Apr 6th May

Aeroelasticity Brake CoolingVol 10: May 2016 Transmission

29th Jun 15th July

Cables Assembly MGU/Motor Bearings

Vol 3: July 2016 Dielectric Fluids

7th Sept 23rd Sept

Heat Management Communication &

Vol 10: Sept 2016 Telemetry

2nd Nov 18th Nov

Torque Convertors Oil SystemsVol 7: Nov 2016 Aerodynamics

14th Dec 30th Dec

Transmission Steering ChassisVol 5: Jan 2017

“I recommend your magazine to everyone in the paddock and every person that has signed up for your magazine has thanked me for informing them of your publication. We all think your magazine is head and shoulders above all others.”

“Everything in RET is excellent! When I’m working on anything that relates to what you have written about before, I read through the relevant article again, paying particular attention to the appropriate advertisers on the next few pages that under normal circumstances would be hard to track down. Many thanks and just keep it up with LOTS more of the same!!”

“RET is an exceptional source of information on the current technical status of activities in the world of racing engines. I also believe that it is an extremely valuable historical archive of that technology. Given the strong urge in the motorsports world to confidentiality and secrecy, there is a genuine danger that technical information will go unrecorded and be lost to future generations. RET, under the guidance of Ian Bamsey, provides that record that would otherwise be lost.”

“Congratulations on ten years of RET! You continually achieve a very high standard of reviewing engines and engine components from a highly technical perspective. We have learned a great deal from your articles.”Dr. Andrew Randolph – Engine Technical Director, ECR Engines

“Congratulations on 10 years of the Race Engine Technology magazine! I really enjoy every single issue of it and it is fantastic that such an interesting magazine exists.”Axel Wendorff – Head of Powertrain, McLaren

“Just to say that it’s an excellent series of publications, something to really look forward to every few weeks.”

“I don’t know how you could make RET any better. Just keep doing what you’re doing and that will keep me buying the magazine.”

“Your research is first class.”

“Again, thank you for an outstanding article. The engineering/design side of racing components is second to none.”

“Excellent, one of a kind, it is great to read about industry tech and insight to development.” “I think your magazine is excellent, and a very good source of both information and suppliers (adverts).”

“The “focus” articles that look at specific components are great. They could be compiled into a text book. In fact, I make copies of them and keep them in an easy to reference binder in my office.”

“Keep up the excellent technology focus articles.”

“The technical detail you provide about race engines is just plain not available from any other source.”

what our readers say

rates & mechanical dataRatecard

Size/insertions 1x 2x 4x 8x

Double page $13800 $12420 $11730 $10350Full page $8050 $7250 $6850 $6040Half page $4370 $3930 $3710 $3280Quarter page $2300 $2070 $1960 $1730Cover positions +20%, Guaranteed position +10%

Double pageTrim: W420mm x H297mm Bleed: W426mm x H303mm Type: W400mm x H277mm

Full pageTrim: W210mm x H297mm Bleed: W216mm x H303mm Type: W190mm x H277mm

Half page (V) Type area: W92.5mm x H277mm

Half page (H) Type area: W190mm x H136mm

Quarter pageType area: W92.5mm x H136mm

Advertisement specifications: Artwork can be supplied in PDF, EPS, TIFF or JPEG formats. Artwork to be set at 300dpi.

Alternatively we do offer a design service by arrangement, so if you would like us to help make an advertisement for you, or amend an existing ad, then please get in touch to discuss.

Race Engine Technology

Editorial enquiries Ian Bamsey – Editorial [email protected]

Advertising enquiries Sarah Wakelam – Associate [email protected]

Race Technology ReportsEditorial enquiries Lawrence Butcher – [email protected]

Advertising enquiries Sarah Wakelam – Associate [email protected]

High Power Media Ltd Simon Moss – Publishing [email protected]

Subscriptions, back issues and general enquiries Chris Perry – General [email protected]+44 (0) 1934 713957

contacts

High Power Media Ltd Whitfield House, Cheddar Road, Wedmore, Somerset, BS28 4EJ, UKTel: +44 (0)1934 713957 Fax: +44 (0)20 8497 2102 www.highpowermedia.com

$

media information 2016 - high power media€¦ · sept/oct 2016 bearings engineering & pri ret...

Documents